JP2019127195A - Control device of vehicle - Google Patents

Abstract

To provide a control device of a vehicle that can improve fuel consumption, surely avoid engine stall, reduce energy for initial motion required in a rotary electric machine and improve drivability.SOLUTION: An ECM, when a predetermined fuel cut execution condition is satisfied (step S1:YES) executes fuel-cut to stop fuel supply to an engine (step S2). The ECM, if rotation speed of the engine falls down to first rotation speed higher than self-rotatable rotation speed during execution of the fuel-cut (step S3:YES), executes rotation-assist control so that an ISG is made to generate assist torque to assist rotation of the engine (step S7). Further, the ECM, if rotation speed of the engine falls down to second rotation speed lower than the first rotation speed during execution of rotation-assist control (step S8:YES), releases the fuel-cut (step S9).SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle control device.

  As a control device for a vehicle mounted on a vehicle such as an automobile, the technique described in Patent Document 1 is conventionally known. According to the technology described in Patent Document 1, when the engine rotation speed decreases to near the target idle rotation speed at the time of fuel cut during vehicle deceleration, the fuel cut is released and fuel injection of the engine is restarted.

  In addition, in the one described in Patent Document 1, in order to prevent an engine stall due to an increase in load on an accessory during a delay time from the release of fuel cut to the actual generation of engine torque, rotation assist of the engine by the motor is performed. It is supposed to be done.

  In addition, the technique described in Patent Document 1 stops rotation correction by the motor and rapid rotation speed by stopping feedback correction (ignition timing correction and ISC correction) for sudden fluctuations in the rotation speed of the engine during rotation assist. The overlap with the feedback correction due to the fluctuation is eliminated, and the rapid increase of the engine speed is suppressed.

  According to the technique described in Patent Document 1, a rapid increase in the rotational speed based on the rotation assist by the motor when the rotational speed of the internal combustion engine suddenly fluctuates and the feedback correction accompanying the sudden fluctuation is suppressed, and the rotational speed is stabilized early. Can be

JP 2002-276415 A

  However, in the prior art, the engine is started by releasing the fuel cut on the condition that the engine speed has decreased to near the target idle speed, and the release timing of the fuel cut is not delayed. Therefore, there has been a problem that fuel consumption cannot be improved.

  Further, in the prior art, since the rotation assist is started after the engine rotational speed has dropped below the idle rotational speed, there is a possibility that the engine stall can not be avoided, and the initial movement required for the rotating electric machine There has been a problem that drivability is impaired due to a large amount of energy and a large fluctuation amount of the engine rotation speed.

  The present invention has been made paying attention to the above-described problems, and can improve fuel efficiency, reliably avoid engine stall, reduce initial energy required for rotating electrical machines, and improve drivability. An object of the present invention is to provide a vehicle control device.

  The present invention is mounted on a vehicle having an engine, a rotating electrical machine that generates assist torque for assisting the rotation of the engine, and an engine rotation speed detection unit that detects an engine rotation speed of the engine. A control device for a vehicle including a control unit that controls a rotating electrical machine, wherein the control unit executes a fuel cut to stop the fuel supply to the engine when a predetermined fuel cut execution condition is satisfied. When the engine speed is reduced to a first rotational speed that is higher than the rotational speed at which the engine can rotate independently during fuel cut, the rotating electrical machine is caused to generate the assist torque so as to assist the rotation of the engine. Rotation assist control is executed, and the engine rotation speed is higher than the first rotation speed during execution of the rotation assist control. If it becomes less again a second rotational speed, characterized in that characterized in that releasing the fuel cut.

  As described above, according to the present invention described above, fuel efficiency can be improved, engine stall can be reliably avoided, initial motion energy required for a rotating electrical machine can be reduced, and drivability can be improved.

FIG. 1 is a block diagram of a vehicle provided with a control device according to an embodiment of the present invention. FIG. 2 is a functional block diagram of a control device of a vehicle according to an embodiment of the present invention. FIG. 3 is a flowchart for explaining the operation of the vehicle control apparatus according to the embodiment of the present invention. FIG. 4 is a timing chart for explaining the operation of the vehicle control apparatus according to the embodiment of the present invention.

  A control device for a vehicle according to one embodiment of the present invention includes an engine, a rotating electrical machine that generates an assist torque that assists the rotation of the engine, and an engine rotation speed detection unit that detects an engine rotation speed of the engine. And a control unit for a vehicle equipped with a control unit for controlling the engine and the rotating electrical machine, wherein the control unit controls the fuel to the engine when a predetermined fuel cut execution condition is satisfied. Performing a fuel cut to stop the supply, and assisting the rotation of the engine if the engine rotational speed decreases to a first rotational speed larger than the self-sustainable rotational speed of the engine during the fuel cut; Rotation assist control for causing the rotating electrical machine to generate the assist torque is executed, and the engine rotation is performed during the rotation assist control. If the speed is below the first rotational speed is less than the second rotational speed, and cancels the fuel cut. As a result, the control device for a vehicle according to one embodiment of the present invention can improve fuel efficiency, can reliably avoid engine stall, can reduce initial motion energy required of the rotating electrical machine, and can improve drivability.

  Hereinafter, a control device for a vehicle according to an embodiment of the present invention will be described using the drawings. 1 to 4 are diagrams for explaining a vehicle control apparatus according to an embodiment of the present invention.

  As shown in FIG. 1, the vehicle 10 includes an engine 20, an ISG (Integrated Starter Generator) 40 as a rotating electric machine, a transmission 30, wheels 12, and an ECM (Electronic Control Module) 50 as a control unit, And a motor controller 51.

  The engine 20 is formed with a plurality of cylinders. In the present embodiment, the engine 20 is configured to perform a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke for each cylinder.

  The engine 20 is provided with a crank angle sensor 27 as an engine rotation speed detection unit. The crank angle sensor 27 detects the engine rotation speed based on the rotation position of the crankshaft 20A and transmits a detection signal to the ECM 50. Do.

  The transmission 30 changes the rotation transmitted from the engine 20 and drives the wheels 12 via the drive shaft 11.

  The vehicle 10 includes a clutch 31 between the engine 20 and the transmission 30, and the clutch 31 is a dry single plate clutch. The clutch 31 has a flywheel 31 A connected to the crankshaft 20 A of the engine 20 and a clutch disc 31 B connected to the input shaft 30 A of the transmission 30.

  The clutch 31 is switched to the power transmission state by frictionally engaging the clutch disc 31B with the flywheel 31A, and is switched to the non-power transmission state by separating the clutch disc 31B from the flywheel 31A.

  The vehicle 10 is provided with a differential device 32 between the transmission 30 and the drive shaft 11, and the differential device 32 differentially transmits the rotation transmitted from the transmission 30 to the left and right drive shafts 11. Do.

  The vehicle 10 includes a starter 26, and the starter 26 starts the engine 20 for the first time by rotating a flywheel 31 </ b> A connected to the crankshaft 20 </ b> A according to a command from the ECM 50.

  The ISG 40 is a rotating electric machine having a function of a motor that generates power by being supplied with electric power and a function of a generator that generates electric power by power from the outside.

  The ISG 40 is always connected to the engine 20 via a winding transmission mechanism including a pulley 41, a crank pulley 21, and a belt 42, and transmits power to and from the engine 20. More specifically, the ISG 40 includes a rotating shaft 40A, and a pulley 41 is fixed to the rotating shaft 40A.

  A crank pulley 21 is fixed to the other end portion of the crankshaft 20 </ b> A of the engine 20. A belt 42 is stretched around the crank pulley 21 and the pulley 41. A sprocket and a chain can also be used as the winding transmission mechanism.

  The power generated by the ISG 40 is transmitted to the wheels 12 via the crankshaft 20 A of the engine 20, the transmission 30 and the drive shaft 11. In addition, the rotation of the wheel 12 is transmitted to the ISG 40 via the drive shaft 11, the transmission 30, and the crankshaft 20A of the engine 20, and is used for regenerative power generation in the ISG 40.

  Therefore, the vehicle 10 can realize not only traveling by the power of the engine 20 but also traveling that assists the engine 20 by the power of the ISG 40. Furthermore, the vehicle 10 can travel with the power of the ISG 40 while the operation of the engine 20 is stopped.

  Thus, the vehicle 10 configures a parallel hybrid system that can travel using at least one of the power of the engine 20 and the power of the ISG 40.

  The torque and rotational speed of the ISG 40 are controlled by the motor controller 51. The motor controller 51 is electrically connected to the ECM 50 and controls the operation of the ISG 40 based on a command from the ECM 50.

  The vehicle 10 includes a lithium ion battery 71 (denoted as LiB in the drawing), a lead battery 72 (denoted as PbB in the drawing), a DCDC converter 73, and a vehicle electrical component 74. The lithium ion battery 71 and the lead battery 72 consist of rechargeable secondary batteries.

  The number of cells and the like are set so that the lithium ion battery 71 generates an output voltage of about 48V. The number of cells is set in the lead battery 72 so as to generate an output voltage of about 12V. The vehicle electrical component 74 is a generic name of various electrical components operating at about 12 V, and is, for example, a wiper, a headlight, a car navigation system, and the like.

  The DCDC converter 73 is electrically connected to the lithium ion battery 71 and the ISG 40 via a 48V bus 76. Further, the DCDC converter 73 is electrically connected to the lead battery 72 and the vehicle electrical component 74 via the 12V bus 77. In this embodiment, the ISG 40 operates at 48V. DCDC converter 73 converts voltages between 48V bus 76 and 12V bus 77 mutually.

  In this embodiment, a large torque can be generated by the ISG 40 with a voltage of 48V. In addition, by providing the DCDC converter 73, it is possible to operate existing electrical components with a voltage of 12V. Further, the energization current and heat generation in the 48V bus 76 can be suppressed, and the weight of the 48V bus 76 can be reduced.

  Further, since the lithium ion battery 71 can handle the power supply to the ISG 40 and the lead battery 72 can handle the power supply to the vehicle electrical component 74, the DCDC converter 73 can be reduced in capacity.

  The lithium ion battery 71 is provided with a battery controller 71A. The battery controller 71A detects a voltage between terminals of the lithium ion battery 71, an ambient temperature and an input / output current, and outputs a detection signal to the ECM 50.

  The ECM 50 detects the state of charge (SOC) based on the voltage between the terminals of the lithium ion battery 71, the ambient temperature, and the input / output current. The state of charge of the lithium ion battery 71 is managed by the ECM 50 within a predetermined management range (for example, a range of 30% to 70%).

  The ECM 50 is a computer including a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory for storing backup data, an input port, and an output port. It is composed of units.

  A program for causing the computer unit to function as the ECM 50 is stored in the ROM of the computer unit, along with various constants, various maps, and the like. That is, when the CPU executes a program stored in the ROM with the RAM as a work area, these computer units function as the ECM 50 in the present embodiment.

  Various sensors including a crank angle sensor 27 and a battery controller 71A are connected to the ECM 50.

  Further, various control objects including the engine 20 are connected to the ECM 50. The ECM 50 controls various control targets based on information obtained from various sensors.

  Furthermore, the ISG 40 is connected to the ECM 50 via the motor controller 51, and the ECM 50 controls the ISG 40 by functioning as a host controller of the motor controller 51.

  In the present embodiment, the ECM 50 executes the fuel cut when a predetermined fuel cut execution condition is satisfied. The fuel cut refers to stopping the fuel supply to the engine 20. Further, the ECM 50 executes the rotation assist control when the engine rotation speed is reduced to the first rotation speed larger than the self-supporting rotation possible rotation speed during the fuel cut. The rotation assist control is control for causing the ISG 40 to generate assist torque so as to assist the rotation of the engine 20. The self-rotating rotational speed is the lower limit engine rotational speed at which the engine 20 can rotate independently without receiving external power.

  Further, the ECM 50 cancels the fuel cut when the engine rotation speed becomes equal to or lower than the second rotation speed smaller than the first rotation speed during the execution of the rotation assist control. Canceling the fuel cut means starting (resuming) fuel injection and restarting the engine 20.

  Further, the ECM 50 executes rotation assist control so that the engine rotation speed matches the second rotation speed. In the present embodiment, the second rotational speed is a self-supporting rotational speed. The second rotation speed may be an idle rotation speed. The idle rotational speed is an engine rotational speed greater than the self-supporting rotational speed.

  In FIG. 2, the ECM 50 includes a system state detection unit 50A, an engine rotation speed decrease determination unit 50B, a rotation assist control request unit 50C, a vehicle mode determination unit 50D, and an assist torque calculation unit 50E.

  System state detection unit 50A determines whether the vehicle system including the state of charge of lithium ion battery 71, the rotational speed and temperature of ISG 40, etc. is in a suitable state. This determination is performed to prevent the deviating from the control range of the state of charge of the lithium ion battery 71, and to prevent the rotational speed and temperature of the ISG 40 from deviating from the allowable operating range.

  Further, the system state detection unit 50A performs the rotation assist control on the condition that the vehicle system is in a suitable state. The rotation assist control refers to an operation of assisting the rotation of the engine 20 by the assist torque generated by the ISG 40 in order to prevent the occurrence of an engine stall during the fuel cut of the engine 20.

  Note that the above assist does not add motor torque to the engine torque of the engine 20 during operation, but the engine rotational speed of the engine 20 whose operation is stopped by fuel cut is reduced to the self-supporting rotational speed or lower In other words, the engine 20 is rotated using the motor torque of the ISG 40 as the assist torque.

  The engine rotation speed decrease determination unit 50B determines that the engine 20 shifts to engine stall based on the engine rotation speed and the amount of change.

  When it is determined that the vehicle system is in a suitable state and a change in the engine rotational speed at which the engine stall shifts, the rotation assist control request unit 50C performs the rotation assist control. Further, the rotation assist control requesting unit 50C controls the ISG 40 to operate at an appropriate rotation speed and assist torque in order to prevent the engine rotation speed from becoming excessively high when the rotation assist control is executed. The rotation assist control request unit 50C may limit the duration of assist control in order to prevent the engine rotation speed from becoming too large.

  Vehicle mode determination unit 50D determines a final ISG function based on a predetermined priority defined for each function of ISG 40 (hereinafter referred to as an ISG function) including rotation assist control, regenerative power generation control, and the like. For example, when a plurality of ISG function requests are simultaneously established, the vehicle mode determination unit 50D determines which ISG function to perform based on the priority.

  The assist torque calculation unit 50E calculates an assist torque to be generated in the ISG 40 when the vehicle mode determination unit 50 determines to perform the rotation assist control as the ISG function. The assist torque is stored in the ECM 50 as a table associated with at least the engine speed.

  In this table, the assist torque of the ISG 40 is set to be smaller as the engine rotational speed approaches the self-supporting rotational speed. The reason is that the engine rotational speed smoothly converges to the self-supporting rotational speed.

  In the present embodiment, the ECM 50 continues the rotation assist control even after the fuel cut is canceled and the engine 20 resumes operation. Therefore, the assist torque is calculated according to not only the engine rotational speed but also the engine torque.

  As described above, the ECM 50 includes the assist torque calculation unit 50E that calculates the assist torque generated by the ISG 40 in the rotation assist control according to the engine rotation speed or the engine torque of the engine 20. Then, the assist torque calculation unit 50E calculates the assist torque so that the assist torque decreases as the engine rotational speed approaches the second rotational speed.

  The operation of the ECM 50 of the vehicle 10 configured as described above will be described with reference to the flowchart shown in FIG. The operation of FIG. 3 is repeatedly executed at a predetermined cycle.

  In FIG. 3, the ECM 50 repeats the determination (step S1) as to whether the fuel cut condition is satisfied, and executes the fuel cut when the fuel cut condition is satisfied (step S2).

  Then, the ECM 50 determines whether or not the engine rotational speed has dropped below the first revolution (step S3). If the engine rotational speed is greater than the first revolution, the process returns to step S2 to continue the fuel cut Do.

  If the engine rotation speed is reduced to the first rotation or lower in step S3, the ECM 50 determines whether the result of the system confirmation is OK (preferred result) (step S4). If not OK, the fuel cut Is canceled (step S9), and the current operation is terminated.

  Here, the result of the system confirmation means the result of the confirmation operation of the state of the vehicle system by the system state detection unit 50A. The state of the vehicle system includes a state related to the charging state of the lithium ion battery 71, the rotational speed and temperature of the ISG 40, and the like.

  If the result of the system confirmation in step S4 is OK, the ECM 50 determines whether the result of the vehicle mode confirmation is OK (step S5). Specifically, in step S5, the ECM 50 determines that the vehicle mode determination unit 50 determines OK when it is determined to perform the rotation assist control as the ISG function.

  Vehicle mode determination unit 50 does not determine the execution of the rotation assist control when the ISG function having a higher priority than the rotation assist control is simultaneously requested. If the vehicle mode confirmation result is not OK, the ECM 50 cancels the fuel cut (step S9) and ends the current operation.

  If the result of the vehicle mode check in step S5 is OK, the ECM 50 calculates the assist torque to be generated by the ISG 40 (step S6), and executes the rotation assist control (step S7). In this embodiment, the rotation assist control in step S7 can be executed only when the result of the system confirmation in step S4 is OK, so that an abnormality occurs in the vehicle system due to the execution of the rotation assist control. It can prevent.

  Next, the ECM 50 determines whether the engine rotational speed has dropped below the second rotational speed (step S8), and returns to step S6 if the engine rotational speed is greater than the second rotational speed.

  When the engine rotational speed is reduced to the second rotational speed or less in step S8, the ECM 50 cancels the fuel cut (step S9), and ends the current operation.

  Steps S3 and S8 are to compare the decreasing engine rotational speed with the first rotational speed or the second rotational speed. Therefore, the ECM 50 executes the rotation assist control of step S7 through steps S4, S5, and S6 when the engine rotation speed is reduced to match the first rotation speed in step S3 described above. Further, when the engine rotational speed has decreased to the second rotational speed in step S8 described above, the ECU 50 executes the release of the fuel cut in step S9.

  Next, the transition of the vehicle state when the operation of the flowchart of FIG. 3 is performed will be described with reference to the timing chart of FIG. FIG. 4 shows the transition of the engine rotation speed, the presence or absence of fuel cut, the presence or absence of the rotation assist control, and the assist torque. In FIG. 4, the transition of the vehicle state in the present embodiment is indicated by a solid line, and the transition of the vehicle state in the comparative example is indicated by a broken line. The comparative example shows an example in which the rotation assist control is not performed.

  In FIG. 4, in the initial state at time t0, the vehicle 10 travels with the driver stepping on the accelerator pedal, fuel cut and rotation assist control are not performed, and the engine rotational speed remains constant. There is.

  Thereafter, as the driver releases the depression of the accelerator pedal, fuel cut is performed at time t1, and the engine rotational speed starts to decrease.

  Then, at time t2 during execution of the fuel cut, the rotation assist control is executed because the engine rotational speed has decreased to the first rotational speed, and assist torque is generated. Further, the rotation speed of the engine 20 is assisted by the assist torque, so that the decrease speed of the engine rotation speed is reduced. At this time t2, the fuel cut is continued.

  Thereafter, at time t3 during the execution of the rotation assist control, the fuel cut is canceled as the engine rotational speed becomes equal to or lower than the second rotational speed. At time t3, the rotation assist control is continued.

  As described above, in this embodiment, the rotation assist control is executed at the time t2 when the engine rotation speed is reduced to the first rotation speed during the fuel cut, and the decrease speed of the engine rotation speed is moderated.

  In addition, the fuel cut is released at time t3 when the engine rotation speed becomes equal to or lower than the second rotation speed. For this reason, in this embodiment, the duration of the fuel cut is longer than in the comparative example in which the rotation assist control is not executed and the fuel cut is canceled at time t2, and the fuel can be saved accordingly.

  As described above, in the present embodiment, the ECM 50 executes the fuel cut for stopping the fuel supply to the engine 20 when the predetermined fuel cut execution condition is satisfied.

  Then, the ECM 50 generates an assist torque to the ISG 40 so as to assist the rotation of the engine 20 when the engine rotational speed decreases to the first rotational speed larger than the self-supporting rotational speed during execution of the fuel cut. Execute control.

  Furthermore, the ECM 50 cancels the fuel cut when the engine rotation speed becomes equal to or lower than the second rotation speed smaller than the first rotation speed during the execution of the rotation assist control.

  According to the above configuration, the rotation assist control is started when the engine rotation speed decreases to the first rotation speed during execution of the fuel cut, and the rotation of the engine 20 is assisted by the assist torque of the ISG 40. Stall can be prevented. Further, since the engine stall can be prevented, the fuel cut can be continued until the engine rotation speed is lowered to a lower second rotation speed.

  Further, when the engine rotation speed is decreased to the first rotation speed that is higher than the rotation speed at which the self-rotation is possible, the rotation assist control is executed, and therefore the assist control is started at an engine rotation speed lower than the first rotation speed. Compared to the above, the engine stall resistance can be improved, and the initial energy when the ISG 40 is driven can be reduced.

  Further, as compared with the case where the rotation assist control is started after the engine rotation speed is reduced to the second rotation speed, the fluctuation of the engine rotation speed can be reduced, and drivability can be improved.

  As a result, fuel consumption can be improved, engine stall can be avoided reliably, initial energy required for the ISG 40 can be reduced, and drivability can be improved.

  Further, in the present embodiment, the ECM 50 executes the rotation assist control so as to make the engine rotation speed coincide with the second rotation speed.

  According to the above configuration, the rotation assist control is executed so that the engine rotational speed matches the second rotational speed for canceling the fuel cut, so the fluctuation of the engine rotational speed after the fuel cut is canceled is reduced. And drivability can be improved.

  In addition, since the engine rotational speed can be prevented from being reduced to the second rotational speed or less during the execution of the rotation assist control, the engine stall resistance can be improved.

  Further, in the present embodiment, the second rotational speed is a self-supporting rotational speed.

  According to the above configuration, the engine rotation speed is self-sustaining rotation because the fuel cut is released at the self-sustaining rotational speed lower than before and the engine 20 is restarted while assisting the rotation of the engine 20 with the assist torque of the ISG 40 The fuel cut can be continued until the rotational speed is reduced to a possible rotational speed, and the fuel consumption can be improved.

  In addition, in the vicinity of the self-sustainable rotational speed, the engine 20 may generate natural vibration or vibration due to pulsation of engine torque, but these vibrations can be absorbed by the assist torque of ISG 40. , Can suppress the occurrence of vibration.

  Further, in the present embodiment, the assist torque calculation unit 50E of the ECM 50 calculates the assist torque to be generated by the ISG 40 in the rotation assist control according to the engine rotation speed or the engine torque of the engine 20. Then, the assist torque calculation unit 50E calculates the assist torque so that the assist torque decreases as the engine rotational speed approaches the second rotational speed.

  According to the above configuration, the assist torque is calculated according to the engine rotation speed or the engine torque. Further, the assist torque is reduced as the engine speed approaches the second speed. For this reason, rotation assist control can be executed so that the engine speed does not increase rapidly.

  In addition, even if the engine rotational speed suddenly decreases from the second rotational speed before the complete explosion of the engine 20, the assist torque is recalculated according to the rapid reduction of the engine rotational speed, and the recalculated assist Since the torque rapidly increases the engine rotational speed to the second rotational speed, a delay in restart of the engine 20 can be prevented.

  Further, since the engine rotational speed can be kept constant by the rotation assist control, the drivability can be improved.

  While embodiments of the present invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the present invention. All such modifications and equivalents are intended to be included in the following claims.

10 Vehicle 20 Engine 27 Crank Angle Sensor (Engine Rotational Speed Detector)
40 ISG (Rotating Electric Machine)
50 ECM (control unit)
50E Assist torque calculator

Claims (4)

With the engine,
A rotating electrical machine that generates an assist torque that assists the rotation of the engine;
And an engine rotation speed detection unit that detects an engine rotation speed of the engine.
A control device of a vehicle including a control unit that controls the engine and the rotating electric machine,
The control unit
When a predetermined fuel cut execution condition is satisfied, the fuel cut is executed to stop the fuel supply to the engine,
When the engine rotational speed decreases to a first rotational speed greater than the self-supporting rotational speed of the engine during execution of the fuel cut, the assist torque is generated in the rotating electrical machine to assist the rotation of the engine Rotation assist control to execute
A control device for a vehicle, wherein the fuel cut is canceled when the engine rotation speed becomes equal to or less than a second rotation speed smaller than the first rotation speed during execution of the rotation assist control.   The control device for a vehicle according to claim 1, wherein the control unit performs the rotation assist control so as to make the engine rotation speed coincide with the second rotation speed.   The control device of a vehicle according to claim 1 or 2, wherein the second rotation speed is the self-supporting rotation speed. The control unit has an assist torque calculation unit that calculates the assist torque generated by the rotating electrical machine in the rotation assist control according to the engine rotation speed or the engine torque of the engine.
The said assist torque calculation part calculates the said assist torque so that the said assist torque may become small, so that the said engine rotational speed approaches the said 2nd rotational speed, The said any one of Claim 1 to 3 The vehicle control device according to claim 1.

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